London Cycling CampaignLatest news from the LCC/
New west London Cycle Superhighway announced

Today, the Mayor of London has taken a major and long-awaited step forward by opening public consultation on CS9 in west London between Olympia and Brentford.

London Cycling Campaign will be producing a campaign action so everyone will easily and quickly be able to respond to TfL’s consultation in the next week or two. Meanwhile, everyone can feed their views in to help form our response at our Cyclescape thread here.

We can’t confirm what our formal response will be yet – but initial views from borough groups and our Infrastructure Advisory Panel have been broadly very positive – this should be a major scheme unlocking cycling for a lot more people across a swathe of London underserved by cycling infrastructure so far. Of course, there will be criticisms we’ll raise – most notably – why does it stop at the Kensington & Chelsea border rather than link to nearby other schemes such as the E-W Cycle Superhighway? And when will the second section out to Hounslow be advanced?

The detail

Cycle Superhighway CS9 runs from the Kensington & Chelsea border at Olympia to Brentford. It features a mix of “bidirectional” two-way cycle tracks, “with flow” one way cycle tracks (on both sides of the road) and quieter streets with modal filters. The route passes through several major junctions – including the northern side of the Hammersmith gyratory and Kew Road – with cycle-specific lights.

The route is expected to be extended out to Hounslow in a second phase, which would potentially link directly into a further scheme to Heathrow which has been highlighted by TfL and the Mayor as one of the 25 highest priority routes for cycling not yet planned in London (it is 21 in the Strategic Cycling Analysis).

Quoted in the Mayor of London’s press release, Simon Munk, Infrastructure Campaigner, London Cycling Campaign, said: “LCC welcomes the Mayor’s plans for a new Cycle Superhighway in West London. This route will tame several dangerous junctions, enable far more people of all ages and abilities to cycle to local shops, stations and into work and extend the Cycle Superhighway network to areas where cycling demand is high but cycling infrastructure is virtually non-existent. It will help achieve the vision of a greener, healthier and less congested city set out in the Mayor’s Transport Strategy and is a big step by the Mayor towards fulfilling the commitment made to LCC members and supporters to triple the extent of protected space for cycling on main roads.”

• New cycle superhighway will bring first high-quality segregated lane to west London

• Route will improve cycling and pedestrian facilities

The Mayor of London, Sadiq Khan, has today announced a consultation for a new segregated cycle superhighway that will bring safer cycling to west London.

Cycle Superhighway 9 will add nearly 6km of new segregated track to the capital’s roads linking Kensington Olympia to Brentford. It will also feature significant improvements for pedestrians with new traffic light crossings and improvements to pedestrian crossings.

The superhighway forms a key part of the Mayor’s work to encourage more Londoners to walk and cycle as he makes the capital’s streets healthier, safer and more welcoming.

The Mayor of London, Sadiq Khan, said: “As the capital continues to grow, it is vital that we encourage more Londoners to walk and cycle to improve health, productivity and air quality. That’s why I’ve set out bold plans to change the way we look at how our transport network and committed record levels of investment to improve cycling. This new cycle superhighway will bring a high-quality segregated cycle lane to west London for the very first time. It will make a real difference in encouraging Londoners of all ages and abilities to get on their bikes and improve conditions for pedestrians across the area.”

Will Norman, London’s Walking and Cycling Commissioner, said: “I’m delighted that we can today announce nearly 6km of new segregated cycle lanes for London. Cycle Superhighway 9 will be hugely important in helping cyclists in the west travel safely and inspire many more Londoners to take up cycling for the first time. It also includes significant improvements for pedestrians that will make walking around the local area more appealing and encourage even more people to add both walking and cycling to their daily routines.”

Cycle Superhighway 9 will see roads transformed from Kensington Olympia to Brentford, making it safer to cycle and easier to cross roads in west London, while reducing through traffic on some residential roads.

The proposal includes nearly 6km of segregated cycle tracks on major west London roads, including Hammersmith Road, King Street, Chiswick High Road, Brentford High Street and Kew Bridge Road, and the ability for cyclists to bypass Hammersmith Gyratory and Kew Bridge Junction. Through traffic will be removed from residential roads Wellesley Road and Stile Hall Gardens, and there will be five new traffic light crossings and more than 20 upgraded pedestrian crossings.

(Quotes from stakeholders)

Simon Munk, Infrastructure Campaigner, London Cycling Campaign (LCC), said: “LCC welcomes the Mayor’s plans for a new Cycle Superhighway in West London. This route will tame several dangerous junctions, enable far more people of all ages and abilities to cycle to local shops, stations and into work and extend the Cycle Superhighway network to areas where cycling demand is high but cycling infrastructure is virtually non-existent. It will help achieve the vision of a greener, healthier and less congested city set out in the Mayor’s Transport Strategy and is a big step by the Mayor towards fulfilling the commitment made to LCC members and supporters to triple the extent of protected space for cycling on main roads.”

Cllr Wesley Harcourt, Hammersmith & Fulham (H&F) Cabinet Member for Environment, Transport and Residents’ Services, said: “For many people in H&F, intimidation from the sheer volume of other road users prevents them from cycling, so in our Cycle Strategy we’ve set out to change that. As part of our aim of becoming the greenest borough in the country, we want to double the number of journeys in the borough being taken by bike. Key to that aim is making people feel safe. This new route enables people to get right across the borough and into central London easily, and without the fear of sharing space with large motor vehicles.”

Cllr Amrit Mann, Deputy Leader of Hounslow Council and Cabinet Member for Environment, said: “In line with the aspirations of our transport strategy, The London Borough of Hounslow is committed to delivering schemes aimed at encouraging more people to take up cycling and invite all residents and businesses to take the opportunity to shape these proposals.”

Leon Daniels, Managing Director of Surface Transport at TfL, said: “Giving more people access to safer cycling and easier walking gives huge benefits to London. This is why I’m so pleased we’re able to announce our latest proposal for west London. We want people who live and work in this area to let us know what they think to our plans so we can make them work for as many people as possible.”

Subject to the results of this consultation, Transport for London (TfL) and partner boroughs aim to start building the cycle superhighway late next year.

The intention is to extend Cycle Superhighway 9 into Hounslow and to hold a consultation on this next year.

The consultation closes on 31 October. TfL will analyse and consider all the responses received, and publish its response next year.

Cycling is an extremely efficient use of road space and recently completed cycle lanes in London have shown to be five times more efficient at moving people than a standard traffic lane.

A daily average of more than 500,000kms were cycled in the congestion charging zone in 2016. This is up 7.2% since 2014.

In 2015 there were 670,000 cycle journeys per day across London, equivalent to 10% of all bus journeys, or one fifth of all tube journeys

Safety concerns have long been identified as the number one barrier to cycling, and high-quality cycling infrastructure helps overcome this. The East-West and North-South Cycle Superhighways have seen a significant increase in cycling as a mode of transport along those routes, with nearly three-quarters of users believing they cycle more because of them.

Entries are filling up fast for Europe's biggest sportive, the Prudential RideLondon-Surrey 100, which returns on which returns on Sunday 29 July 2018. For a chance to win a place in what has become one of the world's greatest bike rides, enter the ballot today.

Almost 30,000 cyclists completed this year's epic 100-mile challenge.

Starting from Queen Elizabeth Olympic Park in Stratford, you'll head out through London towards Surrey's stunning countryside before returning to the capital to finish in spectacular style on The Mall in front of Buckingham Palace, greeted by thousands of cheering cycling fans.

Filled with challenging climbs, stunning scenery and a great atmosphere, it’s truly an amazing event.

Ride for Team LCC in 2018!

Team LCC is made up of women and men, racers and commuters, 'serious' cyclists and beginners, old hands and new recruits. What they all have in common is a passionate interest in the work of London Cycling Campaign and a desire to make cycling in London safer and more accessible for everyone.

If you’re lucky enough to get a ballot place we’d love you to ride for Team LCC and raise money to support the London Cycling Campaign. We’ll send you a Team LCC jersey and every penny you raise will help support vital projects and campaigns like the Lorry Safety Project and Sign for Cycling. Team LCC will also run a summer training programme in the Surrey Hills to make sure you're ready on the day.

So while the ballot for next year's event is now open, entries are filling fast! To be in with a chance of taking part in 2018 enter the ballot now.

The Mayor of London wants to know what you think about his new Mayor's Transport Strategy (MTS) – the document that will dictate policy on how people travel around the city for decades to come.

At the London Cycling Campaign, we know that making it safer, easier and more enjoyable for people to walk, cycle and take public transport is the solution to many of the big challenges facing our city, such as air pollution, the growing inactivity crisis, and creating a thriving and happy capital.

So after taking a look at this draft strategy, we agree with the long-term vision. The Mayor wants to increase the number of trips made by walking, cycling and on public transport from 64% to 80% by 2041 – an important goal given the rapidly growing population of London.

However, this target isn’t specific about how many of those new sustainable trips will be made by bikes. And with most of the headline goals aiming for 2041, six mayoral elections away, there are no halfway markers or route maps for getting there.

If the vision set out in this MTS isn’t at the heart of everything that is produced in the remaining 2 years of his first term, what happens after that?

To make genuine progress towards these goals, the Mayor needs to start now – and that means showing us how he will meet his Sign for Cycling promises; he's made a good start on making lorries safer and creating Liveable Neighbourhoods, but we're well behind on the pace needed to triple the length of protected cycle provision by the end of his first term.

We strongly support the vision of the MTS, and share the view that a shift away from the car will help improve air quality, encourage active travel and reduce road danger.

We strongly support the proposals to prioritise walking and cycling and reduce motor traffic dominance.

We strongly support the aim of eliminating all serious injuries and deaths on our roads.

While we support the vision and ambition of the MTS, we need to see early action to set the trajectory of the strategy on track to achieve these long term targets. That includes a plan from Sadiq about what he will do during his remaining term of office to meet the Sign for Cycling pledge, specifically on tripling the length of protected cycle provision, to set his MTS off in the right direction.

We want a clear target for the number of sustainable trips that will be made by bike by 2041 (including intrim targets to help achieve that goal).

We also want it to be clear what ‘high quality cycle routes’ mean in practice.

We think it's vital that the Mayor has tools to ensure the boroughs deliver on his Transport Strategy, as 95% of London's roads are in their control.

At an Exchanging Places event hosted by the City of London today, the London Cycling Campaign (LCC) and HGV manufacturer Dennis Eagle launched a major new initiative to reduce the number of cyclists and pedestrians killed or seriously injured in collisions with lorries. Such collisions account for around half of all the cyclist deaths each year in the capital, with construction industry lorries the main vehicle type involved.

The new Lorry Safety Project, run by LCC with by sponsorship from Dennis Eagle, provides advice and support to lorry operators on reducing risks to people walking and cycling as well as advising people how to stay safe when cycling near lorries.

The event was timed to occur the day before Cycle to Work Day, when thousands of Londoners are expected to try commuting by bike. LCC’s road danger reduction expert, Tom Bogdanowicz said:

“Many more people will experience the pleasure and convenience of cycling to work tomorrow. Our new Lorry Safety Project provides simple and clear advice on how to stay safe when cycling near lorries during their commute. We are also highlighting how best practice in the industry can be rolled out and made even better to make our roads safer for everyone, such as through the CLOCS lorry safety procedures”

Traditional advice to cyclists focuses on the dangers of overtaking a lorry in the narrow gap on the nearside when it may be turning left. But today Mr Bogdanowicz focussed on a risk that is often overlooked:

“People often think that a lorry moving to the right poses no risk and then cycle into the space created. They aren’t aware that the vehicle is actually making space to take a sharp left and find themselves heading straight into danger. It's important to be aware of this risk”

LCC has long advocated that a type of lorry design that maximises the ability of drivers to see people around them should be adopted as standard, and has won a promise from the Mayor, Sadiq Khan, to make such Direct Vision lorries “the norm” on London’s streets. Dennis Eagle is leading the way with its new Direct Vision construction industry vehicle, which members of the public got a chance to see and experience at the Exchanging Places event.

“The cab is also positioned closer to the road, giving drivers a better sense of the vehicle’s proportions and, importantly, more visibility of cyclists. With roads getting busier, it is essential that vehicles are designed to ensure maximum safety and the work of the Lorry Safety Project in equipping cyclists with the knowledge and skills to stay safe during their commute will play an important part in further minimising the risk of accidents on urban roads.”

“We’re absolutely determined to make cycling safer and easier for all Londoners. That’s why we’ve secured record levels of investment for cycling and launched a Healthy Streets approach that puts walking and cycling at the heart of a huge range of our policies.

“We are committed to improving cycling right across London and I want to assure you that we will only take forward projects that will bring real benefits. We will ensure that the final designs for Nine Elms Lane and Battersea Park Road offer a safe, high quality cycle route that can be used by all Londoners to travel between Battersea and Vauxhall. The proposals we published are not finalised designs, they are ideas for consultation and I strongly encourage you to have your say. We want to hear views from as wide a range of people as possible as the plans are developed. We need both your support and your criticism, and I can assure you that your voice will be listened to and reflected in the changes that will be made to the design for this route following the consultation.

“I also want to invite you to have your say on our other cycling proposals. We are consulting on a long-overdue transformation of Waterloo IMAX, closing off one arm of the roundabout to create a tree-filled public square and segregated cycle lanes. And a little further up the river, we have developed proposals to make walking and cycling safer at the northern and southern roundabouts of Lambeth Bridge. On the bridge itself, our plans include two-metre wide cycle tracks in both directions.

“I can also tell you that we’re looking forward to sharing our plans for the next two major cycling routes – Cycle Superhighways 4 and 9 – in the autumn. As you’ve seen from our Strategic Cycling Analysis, we’ve got big plans for the future of cycling in London. Our Cycling Delivery Plan, to be published later this year, will set out more details on which of these routes we will be prioritising for investment and I encourage you to keep making your voices heard so that that we can take these projects forward.”

Good news: the flood gates have opened, and we’re seeing finally seeing a lot of major cycling and walking schemes coming forward under the Mayor Sadiq Khan.

Bad news: while a couple are excellent, the majority are nowhere near good enough. That needs to stop. Now.

The Mayor wants 70% of Londoners to have access to a high quality cycle route within 400 metres of their homes by 2040. But we’re seeing proposals reminiscent of the start of Boris’s term, where cycling is all but squeezed out of schemes. These kinds of proposals don’t enable large numbers of people to cycle in London, and risk sending the Mayor’s ambition way off target.

To top it all off, they are being badged as “Healthy Streets”. To fit that name, schemes need to improve conditions for cycling and walking. But we are seeing schemes that still prioritise motor traffic, proudly talking about their “Healthy Streets” credentials. What message does this send from Sadiq, his Walking & Cycling Commissioner Will Norman and TfL to the rest of London?

We think it means anti-cycling boroughs will think any old rubbish they want to bring forward will get funding; that putting some ASLs and a bus lane in will mean the scheme ticks the boxes for cycling. It’s not good enough – and we need all of your voices to tell them that, loudly.

We need to draw a line in the sand. We need to stand up and say no to schemes that lower the bar, that do nothing to make London better for cycling while claiming to be a Healthy Street. We need to send a message to City Hall and TfL that they need to stand by the words and ambitions in the new Mayor’s Transport Strategy and stop doing things the old way.

If we tolerate schemes like these, far worse will be coming to your borough next.

So what is the problem with Nine Elms?

The Nine Elms and Battersea Park Road area was billed as being developed to be “better than Amsterdam”. The route is one of TfL’s 25 highest priority corridors for cycling potential. And their own analysis called for it to be “accessible to anyone with a bicycle”.

Fat chance with part-time bus lanes and painted lanes (some with parking in) instead of physically protected tracks. Fat chance with major junctions that feature little or no protection from “left hook” collisions, in an area that carries thousands of people cycling and thousands of construction tipper HGVs a day at the same time.

We want to send a message loud and clear to TfL and City Hall that we won’t stand for this here, or anywhere in London. Please spend two minutes responding to the consultation today.

We’ve provide a pre-filled in email response. Add your own words and thoughts and please tell everyone - your friends and family – to send a strong message too that we won’t stand for major schemes this poor going in anywhere.

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Wed, 09 Aug 2017 16:13:57 +0000https://lcc.org.uk/articles/take-action-save-go-dutch
https://lcc.org.uk/articles/take-action-save-go-dutchFreeCycle - Thousands of children and adults take to London's streets by bike

London Cycling Campaign had a great day at the 5th Prudential RideLondon Freecycle with our amazing volunteers taking 35 group rides from all over the capital into the closed road route. It’s a fantastic day where families can enjoy riding through central London without the worry of mixing with motor traffic.

LCC were on hand in Green Park and Leadenhall Market providing cycle advice and badge making for kids. Plus helping out with the marshalling of riders at Waterloo Bridge to keep them safe when returning back into live motor traffic.

A big shout out to our Ealing local group who had the biggest ride with 127 participants and to our groups from Hillingdon and the joint Havering-Barking and Dagenham led ride who did the longest rides in, covering 16 miles each way. After leading participants to the course, ride marshals gathered at the Green Park rest and refreshment tent before setting off to lead particpants safely home again.

As well as the LLC local group led rides there were also community rides into the event by Poplar HARCA (Housing and Regeneration Community Association), Wheels for Wellbeing, Crystal Palace Transition Town and Camden's Community Cycling Project. Wheels for Wellbeing supports disabled people and older people to discover cycling by delivering cycling sessions and campaigning for more inclusive cycling. Emma Budgen, the WfW ride leader, said: "We had a great time at FreeCycle. We turned a few heads on our bicycles, tricycles, handcycles and recumbents. It really does show that anyone can cycle!”

About 50 people, many of whom had learnt to ride a bike through the Camden Community Cycle project rode into FreeCycle, many on bikes which had been donated by Camden residents.

Most importantly, thousands of people who don't normally cycle experienced the fun and freedom of cycling in London, hopefully inspiring them to get on their bikes again and again.

Its rare to test two nigh on identical products with a 50+ age gap between them: a review and a true ‘lifetime’ long-term test in one.

Carradice have been producing hard-wearing cotton-duck Camper long-flap saddle bags (there’s a short flap version but it’s not really the business) since the fifties and their collective mileage probably reaches from London to the moon. For thousands of cycle tourists it used to be a matter of pride to pack everything into a Camper regardless of distance to be travelled. With the strap attachments you could add a rolled up sleeping gear or even a tent. The saddlebag is experiencing a new lease of life thanks to retro fashion and some new, and clever, quick release devices which provide the convenience of a large bag without the need for a rack.

The brand new version Camper differs very little from our 56 year old and is still hand-made in Lancashire (by Sue says the signature). The Bakelite Carradice badge is gone, replaced by an embossed (with a Lancashire rose) leather patch. The leather reinforcement at the bottom has been replaced by cotton duck, reducing weight, and the trim on the pockets is nylon rather than leather (it had to be replaced on the vintage bag) .

There are some minor improvements: rings for a carry strap, reinforcement on all seams, a draw-string cover for the inside, a rear loop for an LED light, plus a reflective patch.

What’s unchanged is the capacious 24 litre interior and the nifty folding extension flap. Two external side pockets take odds and ends and extra strap attachments allow more kit to be piled on top.

Several decades of use and thousands of happy customers can hardly be wrong. Carradice have made useful modifications and the choice of new attachment methods is excellent. We used the SQR quick release attachment with both old and new bags and found it very convenient: on and off in seconds. Carrying weight (for the SQR) is specified at up to 10 Kg but in our experience it can take more. The bags themselves weigh just over 900 gms (old and new).

Aside from having bags of style the most impressive thing about the Camper is its totally weatherproof durability. We put both bags for 30 minutes in the shower and the new Camper ( freshly waxed) emerged with its interior bone dry. The vintage bag had a dry inner top flap but the newspaper inside was wet which was either down to the moth holes or the absence of a draw string top – not to mention no re-waxing for 50 years.

In terms of durability 56 years of regular use says it all. Yes, the pocket trim had to be replaced and the corners reinforced (moth attack) but otherwise it’s none the worse for wear. There is little doubt that both the old and new bags will last a lifetime, or two.

PS We’ve spotted the clever, and swift toe-strap closure on the Carradice rucksack – why not put them on the Camper side-pockets – or will traditionalists cry foul?

As part of its partnership work with TfL and the Construction Logistics and Community Safety community LCC is looking at some of the innovative approaches to reducing road danger and improving safety implemented by CLOCS members

Every CLOCS champion is committed to having drivers complete the Safer Urban Driving (SUD) training module – a training scheme that includes actual on-road experience of riding a bike.

TJ Hammond is a freight company based in Billericay that supplies services to a range of projects including more unusual ones like events. It has 18 drivers and they have all completed an SUD course. The company says its aim is to have no collisions so they are pleased to provide drivers with the training they need, as well as vehicles equipped with a full range of safety features (including cameras, passenger side lower windows and audible left turn warnings) to ensure safer journeys. At a time when there is a significant shortage of lorry drivers in the UK, Hammond’s says applications to work for the company are fiercely competitive.

We joined three TJ Hammond drivers at the Barking HQ of Fleetsource which provides the SUD training.

Safer Urban Driving

The Safer Urban Driving module is one of the options for the government required 35 hours of driver training every 5 years. More than 25,000 drivers, mostly London based, have completed SUD.

At Fleetsource the theory training was provided by an ex-lorry driver and ex-transport manager who described how one of his drivers had been involved in a fatal collision. It was a tragedy for the family of the victim and also had a lasting impact on the driver. No one wants collisions to happen, and the trainer was determined to ensure that no one, neither drivers nor vulnerable road users, would experience a crash that can change lives.

The practical training was provided by two experienced cycle instructors, one of whom had worked as a cycle courier. Their emphasis was on explaining and showing the thinking behind safe urban cycling: explaining the rider’s strategy which could be hard to understand for a non-cyclist.

Before we started, all driver licenses were checked and their names entered for the Certificate of Professional Competence accreditation.

The practical part

Trainers explained that what most cyclists seek to do is to be seen, and to minimise the chance of conflict or a collision. So when a cyclist, for example, is riding a metre away from parked car in the centre of a lane it’s not to irritate the driver behind but to avoid a collision with a door that could throw them in front of the lorry behind. Instead of getting irate, we were advised, drivers need to recognise that the rider is helping reduce the risk to all parties.

Giving a rider a wide berth when passing was important. The drivers, notably the more experienced TJ Hammond group, observed that because lorries were much longer than cars the overtaking ‘moment’ was that much longer and issues such as cross wind and road surface had to be considered.

There was some discussion of the lorry that has to move into the right lane to turn left to accommodate the trailer: a move that can mislead an unwary cyclist into thinking that it is safe to cycle straight ahead.

After a short discussion drivers were taken into the yard for a short assessment of their cycling skills (all passed without a hitch) and then we pedalled onto the roads of Barking. Theory turned into practice as drivers had to make the same decisions that cyclists do on a daily basis: how to enter the stream of traffic; when to move out from parked cars; how to safely make a right turn; how to negotiate a U-turn.

It was an exercise that the drivers said enabled them to understand the movements of a cyclist and the vulnerability on two wheels.

The theory part

In the theory class we heard about the statistics on lorry involvement in crashes – in some years HGVs are involved in more than 50% of cycling road deaths and 20% of pedestrian deaths. The total number may have fallen but HGVs, which account for 4% of vehicle miles in London, are still significantly over-represented in fatalities.

Some of the reasons behind the Mayor’s need to increase cycling levels were discussed: as the capital’s population grows from 8.5 million to 10m we have to keep people moving and more cars on the road would only increase congestion. More cycling also helped reduce NHS costs by keeping people healthier and not contributing to pollution.

The role of the driver, we heard, was about more than just getting from A to B. They had to represent the company, deal with customer relations, plan routes, administer specific jobs and handle security. They needed support at key locations – large loads might need three marshals to allow a lorry to back up on a complex turn.

The changing streetscape was discussed: more pedestrians, cyclists, vans. Drivers were shown some of the new cycle infrastructure in London – the ‘hold the left’ turn arrangement for example which separates cycle movements at a junction from motor vehicles or the low level lights for cyclists and two-stage turns.

The consequences of not getting it right was also a key topic. Operators could bear the responsibility if a vehicle was not properly checked and such failure led to a collision.

Drivers attending the course considered it a positive experience. They said they’d learned about cycling strategies: "it helps you understand what the cyclist is thinking and why they might be in the centre of the lane ahead of a junction." Among the drivers the TJ Hammond group clearly had a certain pride in their employer’s safety consciousness and use of high quality vehicles with a full range of collision avoidance equipment. They also use an ap to ensure a full set of vehicle checks are made.

Many cyclists will have experienced it before – a driver overtaking too close for comfort. I’ve had one car pass so close they clipped my handle bars. It’s terrifying and deeply unsettling, and can linger in your thoughts long after the culprit has driven off.

Which is why it’s so welcoming to see the Metropolitan Police launching their ‘space for cyclists’ initiative in London.

A similar scheme was first piloted by the West Midlands Police last year, where a plain clothed officer cycles along the road, and if they are overtaken by someone who doesn't leave enough space, the office informs colleagues ahead. They then pull over the driver and give them a lesson in safe overtaking. More serious offenders and professional drivers could face points on their licence, a fine, a driving behaviour course, or potentially prosecution.

The Met have today launched a similar initiative, this time including tailgating (driving too close behind a cyclist) and unsafe turning (drivers turning across cyclists). They were on Peckham Rye today, and within the first hour had pulled over 6 drivers, including 2 licenced private hire vehicles, one commercial van and three cars. The drivers had passed the plain clothed officer with less than 30cm clearance and in one case, as little as 5 cm.

Shockingly, the first car pulled over had no insurance, MOT or tax and was taken off the road by the police. In addition, a bus driver passed with less than 30 cm between them and the cyclist. Of the initiative, Sergeant Andy Osborne said, "It's a good result to have taken an unsafe driver off the road as well engage with a number of drivers".

There are a number of reasons given for drivers failing to give space for cyclists. Some drivers aren’t paying proper attention (“sorry mate, didn’t see you”), some think they have given enough space. Some will ‘punishment pass’ people on bikes – purposely driving to close to intimidate cyclists. But it all equates to dangerous driving.

The Highway Code states that when overtaking cyclists, you must give at least give as much space as you would a car. These operations remind all drivers that they need to follow the Highway Code and stay wider of the rider.

West Midlands Police were widely praised when they first launched their Close Pass Operation, and it’s been replicated by police forces across the country. With concerns about road danger as one of the main reasons people give for not cycling in London, tackling this kind of behaviour is essential if we want to enable more people to cycle.

We are working with the Met Police on this initiative and look forward to more similar operations to spread the word that drivers need to stay wider of the rider.

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Thu, 20 Jul 2017 12:32:44 +0000https://lcc.org.uk/articles/operation-close-pass-starts-in-london
https://lcc.org.uk/articles/operation-close-pass-starts-in-londonMayor and TfL must put walking and cycling first in design and planning

This is a guest blog by Tom Harrison, the Chair of LCC's new Infrastructure Advisory Panel, which will be supporting LCC's consultation responses . All views expressed in this blog are his own.

The last few weeks have seen two strategic documents released: the Strategic Cycling Analysis (SCA) from TfL; and the Mayor’s Transport Strategy (MTS). They set out a clear “direction of travel” for London. The Mayor has committed to ensuring walking, cycling and public transport take clear priority over cars (including taxis and PHVs). The demand for cycling is immense, and a network of high quality routes and traffic free areas is needed to meet it. The Mayor is targeting a network where 70% of Londoners are within 400m of a cycle route. And for 80% of trips to be made by walking, cycling and public transport.

These high-level policy positions are to be welcomed and show real leadership from Mayor Khan, Val Shawcross, and Will Norman. The Mayor’s Transport Strategy is probably one of the most ambitious, sustainability-literate documents ever produced by a UK politician.

However, one big barrier remains: the confusion within TfL about which modes to prioritise when designing schemes. We’ve heard TfL say “we need to balance the needs of all road users”. If the MTS is to be followed, this sort of wording should disappear. The needs of cars are lower priority. The trickier issue is the balance between buses and cycling.

In almost all schemes of the past few years, TfL have not given a satisfactory answer. Balls Pond Road in Hackney, Brixton Hill in Lambeth, Hampstead Road in Camden have all seen cycle tracks cancelled due to TfL’s decision to prioritise buses. The latest schemes out for consultation now all include dangerous sections, with the incorrect assumption that people "from all walks of life" ("Healthy Streets" wording) will choose to cycle when forced to mix with very busy bus routes, on Nine Elms, Waterloo Road, Lambeth Palace Road and Fiveways.

The confusion at TfL is not only unfair for people cycling, but also for the bus drivers who would much rather have cycle tracks so they don’t have to manage conflict with cyclists. At the moment, drivers are expected to meet a tight timetable. A person cycling in the bus lane invariably holds them up. Indeed, by law, drivers should give at least 1.5m-2m overtaking space. In other words, if someone is cycling in a bus lane, bus drivers are not legally allowed to overtake without going into the next lane, thereby rendering bus lanes legally incompatible with cycling. This sort of “institutional confusion” leads to risky, dangerous driving as most people cycling may well have experienced on their journey.

Thankfully the Mayor and TfL do seem set to review the role of buses as part of the "Healthy Streets" agenda.

The most appropriate option will always depend on context and TfL is developing a Healthy Streets Appraisal Framework to aid decision making in this area. – SCA, 3.2.1

The Healthy Streets Approach will support buses by reasserting the priority of walking, cycling and public transport over private vehicle use, and taking an integrated approach to planning these complementary modes. It is therefore important at this pivotal moment in the future of London’s transport system that a strategic view of how the bus network operates is taken. (MTS, p 133)

These reviews will be crucial and it’s important for all us of to feed into them. To help this, it’s worth taking a look at just how confused the situation is at the moment.

The SCA makes a very strong case for the need for cycle tracks on main roads:

The strategic road network:

This analysis explores data on where cycle trips are currently being made in London. A significant proportion of these trips take place on the strategic road network. This is likely to be for several reasons:

i) a large proportion of people choose to cycle the most direct route to their destination, for speed and ease of navigation, even if this involves using a main road

ii) when cycling people will often choose roads that they are familiar with. Main roads form part of people’s ‘mental map’ of London and can be the default way of getting around

iii) trip attractors, including workplaces, shops and services, tend to be clustered around main roads In addition to the above, the data on motorised trips that could be switched to cycling shows that a third of these trips start or end on a main road. This does not include the additional trips that start or end close to main roads

"This approach to cycle infrastructure design is described in the London Cycling Design Standards (LCDS). LCDS establishes that well designed cycle facilities should be safe, direct, comfortable, coherent, attractive and adaptable. A key factor is the balance between integration with and separation from other users."

The MTS and SCA are also impressively vociferous about the need to not just plan for the commuter, but think about children in particular. However, the options presented in the SCA for dealing with balancing bus and cycling movements need significant reworking.

On some strategically important roads, high bus demand and high cycle demand may coincide. Sometimes, good provision for buses, cycles and general traffic can be offered on the same road. Where this isn’t possible, an analysis of strategic movement in the area is recommended so that good choices for all sustainable transport modes are identified and prioritised.

This section presents four options for resolving situations in which the requirements of buses and cycles overlap on main roads:

1. Provide dedicated facilities for all modes

2. Prioritise buses and cycles through general traffic management (reduction or removal of private cars)

3. Provide high quality cycle provision on a nearby parallel street

4. Adapt the bus network in the area

Option 1 is evidently fine, assuming it’s done properly.

Option 2 needs refining. In principle, it sounds good. But the example they give – Tottenham Court Road- is highly concerning. The new Tottenham Court Road is not a cycle scheme at all. In fact, the cycle route will go along Gower St. As discussed above, LCC is now very clear that buses and cycling are not compatible. The point is made in more detail and well by Rachel Aldred in her evidence to the London Assembly.

Option 3 sounds ok in principle, but in fact, it should be removed as an option. The separation of bus and cycle networks is a common, and often successful approach in many cities elsewhere. London is different, with the possible exception of Mayfair, Marylebone, and Fitzrovia, the layout of the city means there is no suitable street arrangement where this would work.

Again, the example in the SCA is very poor. They suggest Royal College Street is a suitable "nearby parallel route" to Camden High Street. However, it is more than 400m away, thereby failing TFL's own guide for a network, which if followed would have cycle tracks on both Camden High Street and Royal College Street.

Camden High Street is a clear destination, including Camden Town Station, whose interchange with cycling the authors identify as having the most demand in London. Camden High Street is currently one way with two general traffic lanes, and a lane for parking. It could quite clearly have dedicated cycle facilities on it. This parallel approach is a clear de-prioritisation of cycling and a failure of the network. In fact, it implies general traffic is prioritised over cycling – contrary to the Mayors Transport Strategy.

Looking at the 25 key routes identified by TfL, none of the demand lines could be met by routes parallel to main roads. The streets just simply don't exist. Try and draw them on a map (see my map here: https://drive.google.com/open?id=1n2v3winiu1ZKQJQgz4amQnBRiF4&usp=sharing), and the route will be well beyond 400m from a main road and very indirect, such that few with any sense would chose it over driving. This approach should be shelved in all but a very few central london examples.

Option 4 seems to be the most sensible approach, and should really be a starting point for TfL, especially given the Mayor’s Transport Strategy’s commitment to review the bus network.

Option 4: Adapt the bus network in the area. Integrated planning of bus routes as part of the scheme following the healthy Streets Approach provides opportunities to improve overall local provision for people cycling or catching the bus.

These include:

 Adapting bus frequencies and simplifying service patterns to match projected demands and travel patterns as a result of the scheme

 Shifting some bus services to adjacent corridors where existing or potential bus priority could enhance these journeys

 Delivering bus priority on and approaching the area to improve reliability of local services

It is unquestionable that a cycle network that has gaps in it doesn’t attract people out of cars and onto bikes. The only way to achieve the modal shift the Mayor wants is by creating a dense network of routes free from all traffic which everyone feels is safe enough for them to cycle in. Slight alterations to the bus network can make a huge difference. It won’t stop people having good bus journeys, it will give people the option to choose a safe cycle journey or a safe bus journey.

Adapting bus frequency will have important impacts of safety too. As Tom Kearney has shown, TfL targets for the speed and frequency of bus journeys are too demanding, and leading to an unacceptable level of people being killed and seriously injured. The Mayor’s Transport Strategy has a adopted a “Vision Zero” approach to such loss of life. This will require moderation of the speed of buses.

The example given is a good one showing the value of rerouting a bus by 450m to enable cycle infrastructure and improve the environment around Bank station for pedestrians.

Another excellent example is Lea Bridge Road in Waltham Forest, where the council are building a flagship cycle route made possible by removing bus lanes. Given the loading, parking and other barriers there anyway, the bus network is not expected to be impacted significantly. Space for buses is not essential for the good running of their service. Space for cycling is essential if we are to achieve the transformation the Mayor and Londoners want.

The idea of prioritising the cycling network first makes a good deal of sense.

As Leon Daniels, Managing Director of Surface Transport, TfL, said in January this year: “People who were on public transport are now walking and cycling. It is good for them, good for their health, takes the pressure of the system and improves air quality. That is good.” (Evidence to transport Committee, 11 January 2017)

Indeed TFL estimate that across London, 82% of bus journeys could be cycled (London Travel Demand Survey). The opportunity to improve health and save people money is huge.

Unless the Mayor gives the direction to TfL to a) under no circumstances merge people cycling with high frequency buses, and b) prioritise cycling when allocating road space, we will continue to see poor schemes that will not get people out of cars and onto bikes.

As part of its partnership work with TfL and the Construction Logistics and Community Safety community LCC is looking at some of the innovative approaches to reducing road danger and improving safety implemented by CLOCS members

Mace is a leading UK construction firm with a £1.7 billion turnover which recently completed the unusual Tate Modern Extension and is working with Tottenham Hotspur on the construction of their new football stadium. It was one of the earliest CLOCS champions and has a policy of ‘Safety First, No Compromise’

“Vehicle sent away” – it’s not a common entry in Mace construction site records (because suppliers should know what the Mace rules are) but it does occur and there is inevitably a reason such as failing to meet required safety standards. HGV’s that arrive at Mace sites without evidence of FORS (Fleet Operators Recognition Scheme) membership, for example, are not admitted on site. CLOCS champion status incorporates the principle that not only the ‘champions’’ own vehicles meet FORS standards but all contractors and subcontractors have to meet them as well.

HGVs don’t just turn up at Mace sites. Given the number of sites it runs and the scale of Mace’s operations the company has a system of booking in all deliveries. At site gates drivers have to respond to seven basic safety questions that draw on FORS and CLOCS standards:

1.Do you have proof of quality certification (FORS or Equivalent)?

2. Have you been provided with a traffic routing plan to this site by your employer?

3. Do you have means of recording accidents?

4. Is your vehicle equipped with an enhanced audible warning system?

5. Does your vehicle have cycle warning signage on the rear of the vehicle?

The yes/no answers are entered by the security staff on YellowJacket software and a record is kept of any problems with deliveries (entering via an incorrect gate and causing delay for example) and of vehicles that are turned away.

The design of safe access routes is a requirement at Mace sites and can involve detailed instructions at every turn, along with an assessment of risk at these points. Where there are significant hazards marshals are employed to guide vehicles to the site.

The company also trials complex vehicle movements on a test site, before routes are firmed up, to ensure that drivers, vehicles and marshals will be able to enter urban sites safely. Giant Lego barriers are set up in the trial area and vehicles are a manoeuvred in and out.

Will the Mayor meet his commitment to triple protected cycle space in London?

The Mayor, Sadiq Khan, made an explicit commitment to LCC to triple the distance of protected cycle space in London. But the latest numbers on cycle funding from Walking and Cycling Commissioner Will Norman raise major concerns about the delivery timetable and the prospects of meeting commitments over the less than three years remaining in this mayoralty. More may be revealed in the next two weeks after the Mayor answers questions from London Assembly Members submitted on the 13th of July.

In a recent letter to London Assembly member and co-Chair of the GLA Transport Committee, Caroline Pidgeon, Mr Norman spelled out how the £770 million promised investment in cycling between 2017 and 2022 will be allocated. And the stand out year for spending is 2021/22 (double that in previous years to £52m) – the year after the next Mayoral election. This differs from former Mayor, Boris Johnson, who spent big in his last year to push through the key, and very popular, East-West and North South cycle superhighways.

Caroline Pidgeon has followed up the letter from Norman with more questions to the Mayor ahead of next week’s Mayor’s Question Time, probing the spending plans in more detail. Pidgeon’s first question asks “How will you honour your cycling and walking commitments within your Mayoral term, given the budget schedule you have set?” Primary among those Mayoral commitments, made in response to LCC’s Sign for Cycling Campaign in the run up to last year’s mayoral election, was to triple the amount of protected cycle space in London.

With more than a year of the Mayorality gone, pressure to deliver commitments on-time is growing. Several projects are under construction (for example Cycle superhighway 11 at Swiss Cottage and the segregated tracks along Lea Bridge Road and the A 105 in Enfield) and others are in consultation. But the routes planned so far are a long way from meeting the Mayor’s tripling commitment. Given the one and a half to two year lead time on major projects the bulk of the consultations would need to be out this year and an upturn in funding for completing the projects needs to be scheduled for 2019/2020 rather than for the years after the Mayoral term is over.

The back loading of investment by Mr Khan was previously raised in a question to the Mayor in March from Assembly Member Florence Eshalomi who asked ”why spending has been re-phased from the first three years to the last three years?” The Mayor replied that the “The proposed investment in cycling for 2016/17 to 2018/19 has been re-profiled slightly in order to better align with the London boroughs’ capacity to deliver schemes, and my commitment to ensure we learn the lessons from previous schemes about better managing scheme delivery.”

The Mayor needs to provide a more satisfactory answer as to how his commitments will be met. And it’s not just a case of commitments made to LCC – the Mayor’s new Transport Strategy makes clear that a switch from cars to bikes is essential to cope with the transport needs of London’s growing population. The London Plan specifies a doubling of cycling by 2026 to 1.5m journeys per day – that won’t happen unless safe bike routes are provided.

Boris Johnson promised the Battersea and Nine Elms area would be “better than Amsterdam” for cycling, Lambeth’s Cycling Strategy says it aims to be the “most cycle friendly borough in London”, and TfL says "the proposals form part of the Mayor of London’s plan for Healthy Streets”. Something has gone terribly wrong. Because what TfL have put out for public consultation for Nine Elms Lane and Battersea Park Road would be something the Dutch would look at with horror.

This proposal would be the opposite of a “Healthy Street” and it’s noticeable that TfL are rightly unwilling to call this a Cycle Superhighway either. Those cycling along the route will be expected to use bus lanes that are only in operation part-time, and what appear to be mostly cycle lanes often with parking/loading bays out of peak hours in. There is little physical segregation proposed. And there also major risks of left-turning “hook” vehicles at several key junctions – particularly concerning given the volumes of construction HGVs on this route that will still be around in 2022 when this route is set to be finished. Side road treatments are also often not up to the standard we expect to see these days.

There even seems to be confusion from those who should know better what the scheme actually includes. Will Norman, the Walking & Cycling Commissioner says proposals are “substantially segregated”. And TfL’s consultation materials talk about stepped tracks. That appears to be hype, as there is little actual separation proposed along the route when the materials are scrutinised.

This is far from the standard that would help the Mayor fulfil his pledges to us all to increase protected space for cycling in London and fix the worst junctions; it risks – as Westminster’s Baker Street has already done – the new Healthy Streets brand, by allowing it to be used for schemes that will remain unhealthy barriers to “active travel”.

The result will be a scheme that ensures this route remains a huge barrier and danger to those walking and cycling in the area for the foreseeable future. And not just for those who currently commute through the area. When the flats in the area are complete, how many residents there, or further south and west, will feel able to cycle through this area? And how many will choose to drive instead?

That’s, of course, if this scheme even goes forward at all. Improving the scheme is vital if London Cycling Campaign is going to be able to recommend supporting this scheme. And without the support of those already cycling, it’s likely any “bikelash” would sink the scheme completely – opposed by both drivers and cyclists.

The Mayor is to be applauded for bringing forward Lambeth Bridge and Waterloo Roundabout. But we urgently need to see a big improvement in the Nine Elms/Battersea Park Road scheme. Now is the time for the Mayor, his Deputy and Commissioner to demonstrate their commitment to making the tough choices needed and having the political bravery to make London genuinely a “byword for cycling around the world” as the Mayor put it.

If the Mayor and Commissioner allow this scheme to go forward without major improvements, then it sends a message to every single London borough where cycling is currently marginalised, and to many inside TfL, that this level of quality is acceptable. It isn’t – and we will be conveying the serious issues with this scheme direct to the Commissioner.

Join our Cyclescape discussion and feed into our response on this scheme here.

Following the general election and end of “purdah” we’ve had three large, exciting infrastructure schemes go into public consultation: Lambeth Bridge, Waterloo roundabout and Nine Elms Lane/Battesea Park Road. That’s on top of the Mayor’s Transport Strategy and the Strategic Cycling Analysis.

We’re due to see several more big schemes soon. But in the meantime, for all three major new schemes (and the Transport Strategy) we’re asking your thoughts and opinions to feed into our consultation response. We’re aiming to provide a sample response covering our position that you can copy from shortly. But here’s our summary of the big three so far:

Lambeth Bridge

Two of the most hated and dangerous roundabouts in London are set to become signalised crossroads. Some hook risks do remain and there are concerns about all of the roads leading off both junctions, particularly Lambeth Palace Road, in terms of how they link to other schemes in the vicinity (or rather, how they don’t for cycling).

Like with Old Street, Highbury and Elephant & Castle, the proposal is to close off one side of the roundabout – in this case the western side. This means segregated cycle tracks can be run all round the rest of what was the roundabout. However, again, it’s the main roads the roundabout connects to that aren’t so good. Particularly Waterloo Road which gets much-needed wider pavements, but no cycle facilities – and retains a hook risk from having to cross the bus lane going towards the stops.

This corridor is one of the largest development and construction sites in London currently and is awash with both tipper trucks and cyclists. An interim safety scheme of limited value is due to be implemented this summer, but this more permanent proposal, mixing part-time bus lanes and cycle lanes with parking out of peak in, isn’t due to begin construction until 2020. And we think it’s woeful.

To find out more about our initial views click here. Or join the Cyclescape discussion here.

The Mayor has announced a new Transport Strategy, covering up to 2041 and even beyond on some pledges. It’s out for public consultation until 2 October, and we’re keen for you to feed into our Cyclescape thread. We’ll then assess and compile everyone’s ideas and publish a proposed response soon.

What follows is LCC’s initial take on the big ticket items and some of the detail we’ve picked up on so far. But by no means should this be considered an exhaustive list of what this huge, and very important, document contains!

The tone is good

There are increasing numbers of us concerned about the gap in action between Boris Johnson’s reign ending and any new schemes moving forward. Sadiq may well have had his hands full with restructuring TfL and its board extensively, with appointing his new Walking & Cycling Commissioner and with creating some of the behind-the-scenes moves that led to this document. But it’s undeniable more could have been done in terms of getting the diggers out and actually building schemes – several of which were nearly ready to go before the election.

That said, the tone and mood music of the Mayor’s Transport Strategy (MTS) is amazingly positive. His foreword says: “London must become a city where walking, cycling and green public transport become the most appealing and practical choices for many more journeys. These active and sustainable transport choices not only support the health and wellbeing of Londoners, but also the city as a whole by reducing congestion and providing the most efficient use of valuable street space… We aim to change the transport mix across London, providing viable and attractive alternatives that will allow Londoners to reduce their dependence on private cars.”

Throughout the document, the transport hierarchy of walking, cycling, then public transport is reinforced. As is the need to reduce car usage rapidly – for pollution, congestion and inactivity reasons.

The “vision” chapter of the MTS says it perhaps most starkly: “Reducing car dependency is the only way to keep London moving.”

The big picture pledges

The fine words translate into exciting numbers. But will the action follow to make them reality?

The Mayor’s “aim” is by 2041, only 20% of London journeys will be done by private motor vehicle, private hire or taxi. Currently 36% of journeys, nearly double the proportion, are done that way. And this is against a growing city, where there are predicted to be an extra 5 million journeys happening daily, requiring Khan and his successors to not just hold car journeys steady as the system grows, but remove 3 million car journeys against today’s figures from our streets by 2041.

One of the key ways Khan is likely to get the ball rolling is his pledge to look at “the next generation of road user charging systems”. Smart charging per mile/minute, and modified by time of day, engine/emissions for instance, could be on the way.

By 2041, Khan wants all Londoners to do a minimum of 20 minutes of “active travel” a day. And he wants zero – literally none – deaths or serious injuries from collisions on our streets. Both of these targets seem ambitious – but ambition is a good thing. And who knows what could be achieved with autonomous vehicles potentially removing driver error, and dangerous or aggressive driving?

London Buses go “Vision Zero” early on fatalities, with the aim to eliminate them from London by 2030. The Bus network will also by zero emissions by 2037, with the entire transport system zero emissions by 2050.

Freight also will reduce, rather than replace current car journeys – by 2026, the aim is for there to be 10 percent less freight movements in central London in the AM peak. And freight consolidation, banning private deliveries to offices, retiming deliveries and waste consolidation are all on the menu also.

The biggest pledge for cycling is, arguably, that 70 percent of Londoners will live within 400 metres of a “high-quality, safe” cycle route by 2041. Although this pledge raises many questions. Could he build a true network faster than that? Is 400 metres “mesh density” tight enough? Is 70 percent a high enough number? And what does the Mayor think is acceptably “high-quality” and “safe”? We’re looking at these issues now – and your input appreciated.

Trains, planes, housing, jobs

The Mayor’s Transport Strategy also has a lot to say about trains (more Crossrail, more metro rail, more suburban rail interchanges etc.), planes (no third runway at Heathrow, please), housing (transport improvements needed to unlock good growth) and jobs. But those issues haven’t been pored over by LCC staff with as much detail, yet.

Central, inner and outer London

To keep people moving in Central London with the predicted congestion levels by 2041, we’ll need 80 percent more transport capacity overall. Cycling is recognised through the document as a very efficient way of moving people in capacity terms, and that means TfL and the Mayor will need boroughs that are currently lagging in providing decent space for cycling (we’re looking at you Westminster and Kensington & Chelsea) to step up their game.

That’s not to say the rest of London doesn’t need cycling. The document recognises that the greatest growth potential for cycling is actually car-dominated outer London. Overall, nearly 5 million journeys a day could be cycled right now, if conditions were good enough for people to feel comfortable doing so, says TfL and the Mayor.

How does the Mayor plan on delivering the shift needed?

There is a huge emphasis throughout the document on “Healthy Streets”. But also on planning for and providing a real cycling network (and is clear on the need, in tandem, for changes to the bus network and changes to the private motor vehicle network too), and on making cycling an inclusive and diverse transport mode.

Liveable Neighbourhoods, Quietways and Cycle Superhighways are all in the mix and there is repeated support for “modal filters”, traffic restriction and many of the measures seen in the first wave of mini-Hollands, including rapid trials of infrastructure.

Bridges

Good news – lots of new walking and cycling river crossings are suggested. Bad news – the Mayor continues to try and justify the Silvertown Tunnel. It’s being billed as a “public transport initiative” as buses are allowed to use it, and other motor traffic will have to pay a toll.

The bad bits

Of course, there’s always a fly in the ointment. For this Transport Strategy, beyond the continued Silvertown support (see above) so far we’ve spotted:

Support for motorbikes in every bus lane (however, will this be as much of an issue as “high-quality, safe” routes should never be in a bus lane anyway, surely?)

Taxis get a lot of love (although there is a repeat of Khan’s calls to further regulate private hire vehicle numbers).

And that’s it in the negatives column so far. Fine words, not a lot of action on the ground. But if this document begins to get translated into reality, cycling in London is set to dramatically increase.

Right here, right now

Of course, the MTS is a long-term strategy document. Right now, we're continuing to press Sadiq and his team on progress on the key "Sign for Cycling" pledges he made to us all when he became Mayor: to triple mileage of protected space, finish the Better Junctions programme, provide funding for a mini-Holland (now Liveable Neighbourhood) in every borough and make Direct Vision lorries the norm in London.

This week’s British Medical Journal, the mouthpiece of doctors in the UK, is urging doctors to campaign on air pollution and to lead by example “using cars less and walking and cycling more.”

In an issue dedicating an editorial and four articles to air pollution, including an interview with London’s mayor Sadiq Khan, it focuses on the damage to our health caused by poor air quality. It cites a King’s College study which found that ‘ most London hospitals and clinics exceed air pollution limits.’ Of 995 sites in inner London, 596 (60%) exceed EU standards for nitrous oxide levels. Researchers Holgate and Stokes-Lampard note that ‘air pollution is one of the biggest health challenges of our day’ (they cite a DEFRA estimate of 44,750 – 52,700 premature deaths annually in the UK) but optimistically point to the achievements when health professionals kick-started a national movement after smoking was identified as a killer. Advertising cigarettes is now banned in most countries.

Sadiq Khan tells the BMJ that he wants to see more electric vehicles, including buses, and more space given to people who want to walk and cycle also saying his ambition is for all Londoners to walk or cycle for at least 20 minutes a day.

In an article entitled ‘Time to put a brake on polluting motor vehicles, Robin Russell-Jones provides a 20 point plan to tackle vehicle pollution which starts off with “encourage drivers to walk or cycle, particularly on short journeys.’ http://www.bmj.com/content/357/bmj.j2713

The road scheme to make Bank junction safer by restricting it to buses and bikes from 7am to 7pm has smoothly passed its first hurdle: a one month review demanded by opponents, notably taxi driver representatives.

The City of London Court of Common Council was told on 22nd June, in the medieval Guildhall, that 'to date implementation has gone well.' Journey times for buses, which are allowed through the junction, was better than expected with a saving of one and a half minutes per trip. The total signal time at the junction had been reduced giving pedestrians more opportunites to cross and anecdotal reports indicate that noise levels have fallen.

Aldermen and women also heard that 'resilience' was adequate with the City able to cope with unexpected incidents on the roads despite the traffic restriction at Bank. Instances of loading and unloading outside permitted hours were to be more strongly enforced. Compliance was improving with 85% of previous motor traffic not going through the junction despite enforcement largely through signage. It was expected to improve further when penalty notices start to come through.

Numerous LCC members have reported their delight at the very substantial reduction of danger at the junction. LCC distributed flyers encouraging courtesy by all road users ahead of the scheme. The City expects to speak to local businesses about the scheme and also canvas the views of users - if you want to be notified of City surveys and consultations please sign up to our newsletter or, even better, join and get two free books.

A full report on the trial scheme is expected in a years' time with an interim report in six months.

We like to think that it was LCC's smart new cargo bike that delivered the sunshine for Bike Week. Thousands of people turned up for events, rides and Dr Bikes around the capital organised by LCC local groups and other organisations.

The new LCC cargo bike had its first serious outing at the annual Hackney (free) bike breakfast. People on bikes were able to visit the recently installed People's Parking Bay nearby.

In central London the Danish Embassy hosted a cycling conference with speakers from Denmark and London Cycling Commissioner, Will Norman, providing a sneak preview of the Strategic Cycling Analysis while an Anglo-Danish team explained the attractions of a cycling and foot bridge at Nine Elms.

On the other side of the capital riders from across West London converged on Richmond Hill to see the sun set.

Many more events are planned this weekend including a cross borough collaboration on the Finsbury Park Festival which this years features a 100km ride, a tree trail and many free stalls offering everything from bike checks to rides on unusual bikes and fun for kids. In Ealing there is a Dr Bike at the Hanwell Carnival on Saturday 17th and a Father's Day Ride from the Town Hall (10am) on Sunday 18th.

The organisation for people with disabilities Wheels for Wellbeing chose Bike Week to launch its report on a survey of more than 200 cyclists with disabilities. Around 10% said they were unable to participate in the Cycle to Work scheme that cuts the tax cost of a bicycle because adaptive bikes often exceed the £1000 limit of the scheme.

TfL’s Strategic Cycling Analysis (SCA) could be just about the biggest thing to happen for cycling in London in some time. It’s almost certain to be the biggest thing in terms of campaigning for cycling.

What is it?

The SCA is a big map of where there is high potential for walking and cycling across London. It tells us (approximately) where the next Cycle Superhighways, Quietways and Liveable Neighbourhoods will be built over the next ten years or so.

The map is based on a series of layers of data that TfL has access to. The most important bit of data is TfL’s travel demand stats that show where many London journeys start and end, and by what mode. From this TfL can tell which journeys that are currently driven could easily be walked and cycled.

On top of this is layered:

Where existing and planned cycling schemes currently already are

Demographic data showing where there are lots of people who’re likely to take up cycling

Planning data that shows where lots of new homes and office developments are proposed

Traffic counts that show where high cycling flows currently are

Collision data to show where dangerous junctions are

Data showing where there is potential for walking and cycling, as well as bus corridors

Data showing areas with low accessibility to public transport interchanges (called “PTAL”), but that could have far higher accessibility if it felt safe to cycle to the nearest tube/bus station.

Why is it important?

For starters, those boroughs who have, in the past, claimed that their residents don’t cycle and never will are now arguing against a wall of data from TfL, with the backing of the Mayor and his Walking and Cycling Commissioner. Every borough will clearly be able see the corridors and areas where if they build high-quality infrastructure, TfL’s data shows they’ll get high numbers of people cycling and walking.

Importantly, TfL will now be able to tie funding streams to creating schemes that fulfil London’s cycling potential – rather than the pet schemes of Councillors, officers or, yes, campaigners. And campaigners and TfL will be able to assess the specific routes and scheme details that engineers bring forward on a clear basis – “will this scheme fulfil the potential identified in the SCA or not?”

This will be the key mechanism to fulfil the Mayor’s Sign for Cycling pledges (to triple the mileage of protected space, finish the Better Junctions programme and provide Liveable Neighbourhood funding for every borough) beyond the current set of already-announced schemes such as Cycle Superhighways 4 and 9, due for public consultation soon.

What happens next?

TfL are already contacting boroughs to talk through the top 25 priority corridors the SCA identifies, to look at the feasibility of delivering schemes along them – identifying more exact routings and likely interventions required. And they’re working with boroughs also to identify where each borough’s walking and cycling Liveable Neighbourhood centre will best be sited.

We’ll be talking to our borough campaign groups to see what resources they need to make sure the schemes that come forward do genuinely deliver on the potential the SCA identifies; and to make sure that they are talking to their boroughs about potential schemes, routings, areas etc.

We’ll also be pressing the Mayor, his Walking & Cycling Commissioner and TfL to make sure that borough access to funding, going forward, is contingent on schemes genuinely fulfilling potential rather than just paying lip-service to it.

The press release accompanying the launch of the SCA revealed the phenomenal success of cycling in London – when high-quality infrastructure is built to enable it. The East-West has increased cycling numbers by 54% along its length, the North-South by 32% along its length and Quietway 1 has seen an increase of 56%. There are now 670,000 cycling trips made daily in London, that’s as many as the Victoria line.

“Cycling is taking off in London and TfL’s new figures prove that Londoners flock to high quality cycle lanes and routes where they’re built,” said Ashok Sinha, CEO of London Cycling Campaign. “By clearly showing where cycling potential is highest, this new analysis enables the Mayor to implement his promises to triple the extent of protected space for cycling, and make sure every borough can access Liveable Neighbourhood funding in the most effective way possible. Londoners will get a great return on this investment in the form of reduced congestion and pollution, cheaper travel, better public health, and more high quality public spaces.”

“While we are working hard to build new Cycle Superhighways and Quietways now, it’s also important that we look ahead to expand the cycling network and create the next generation of routes,” said Will Norman, London’s Walking and Cycling Commissioner. “We’ll be working closely with the boroughs to deliver schemes that help continue this spectacular growth in cycling for many years to come.”

“This exciting analysis will help to transform cycling in all four corners of our great city,” said Ben Plowden, Director of Surface Strategy and Planning at TfL. “The latest cycling statistics and the data on future cycling demand shows there is no stopping London’s rapid cycling growth and we will work closely with the boroughs to help fuel this growth further by fixing the most dangerous junctions and delivering on major cycling improvements.”